CN107444654B

CN107444654B - Environmental control system with outflow heat exchanger

Info

Publication number: CN107444654B
Application number: CN201710387280.XA
Authority: CN
Inventors: L.J.布鲁诺; H.W.希普斯基
Original assignee: Hamilton Sundstrand Corp
Current assignee: Hamilton Sundstrand Corp
Priority date: 2016-05-26
Filing date: 2017-05-26
Publication date: 2022-05-13
Anticipated expiration: 2037-05-26
Also published as: US20170341768A1; EP3254970B1; CN107444654A; EP3254970A1; US10486817B2; BR102017011080A2; CA2968746A1

Abstract

An aircraft is provided. The aircraft includes a plenum and an air conditioning system. The plenum space provides a first medium. The air conditioning system includes a heat exchanger and a compressor. The heat exchanger transfers heat from a second medium to the first medium. The compressor receives the second medium. The compressor is upstream of the heat exchanger in a flow path of the second medium.

Description

Environmental control system with outflow heat exchanger

Background

In general, contemporary air conditioning systems supply approximately 30 to 35 psi at cruise. The trend in the aerospace and aeronautical industries today is towards systems with higher efficiency. One way to improve aircraft efficiency is to eliminate bleed air altogether and use electricity to compress the outside air. The second approach is to use lower engine pressures. A third approach is to use the energy in the bleed air to compress the outside air and bring it into the passenger cabin.

Summary of The Invention

In accordance with one or more embodiments, an aircraft is provided. The aircraft includes a plenum configured to provide a first medium, and an air conditioning system. The air conditioning system includes: a heat exchanger configured to transfer heat from a second medium to a first medium; and a compressor configured to receive the second medium, wherein the compressor is upstream of the heat exchanger in a flow path of the second medium.

In accordance with one or more embodiments or the above aircraft embodiments, the first medium may be exhaust air and the second medium may be fresh air.

In accordance with one or more embodiments or any of the above aircraft embodiments, the aircraft may comprise an outer flow valve downstream of the heat exchanger in the flow path of the first medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the aircraft may include a turbine downstream of the heat exchanger in the flow path of the first medium.

In accordance with one or more embodiments or any of the aircraft embodiments above, the aircraft may include a third media stream; and a second heat exchanger configured to transfer heat from a third medium to the first medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the heat exchanger and the second heat exchanger may comprise a continuous second medium surface.

In accordance with one or more embodiments or any of the above aircraft embodiments, the heat exchanger and the second heat exchanger may comprise one or more continuous second medium fins.

In accordance with one or more embodiments or any of the above aircraft embodiments, the heat exchanger and the second heat exchanger may be included in a dual-use heat exchanger.

In accordance with one or more embodiments or any of the above aircraft embodiments, the third medium may be pressurized air.

In accordance with one or more embodiments or any of the aircraft embodiments above, the second heat exchanger may be downstream of the heat exchanger in the flow path of the first medium.

In accordance with one or more embodiments, an aircraft is provided. The aircraft comprises a plenum configured to provide a first medium and an air conditioning system comprising: a three medium heat exchanger and a compressor configured to receive a second medium, wherein the compressor is upstream of the three medium heat exchanger in a flow path of the second medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the three-medium heat exchanger may be configured to receive a first medium, a second medium, and a third medium, and the third medium and the first medium may be heat sinks for the second medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the third medium may be ram air.

In accordance with one or more embodiments or any of the above aircraft embodiments, the second medium may reject heat to the first medium, and subsequently may reject heat to the third medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the second medium may reject heat to the third medium, and subsequently may reject heat to the first medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the flow path of the second medium through the three-medium heat exchanger may be linear.

In accordance with one or more embodiments or any of the above aircraft embodiments, the flow path of the second medium through the three-medium heat exchanger may be non-linear.

In accordance with one or more embodiments, an aircraft is provided. The aircraft comprises a plenum configured to provide a first medium and an air conditioning system comprising: a four medium heat exchanger and a compressor configured to receive a second medium, wherein the compressor is upstream of the four medium heat exchanger in a flow path of the second medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the four-medium heat exchanger may be configured to receive a first medium, a second medium, a third medium, and a fourth medium, and the third medium and the first medium may be radiators of the second medium and the fourth medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the third medium may be ram air and the fourth medium may be pressurized air.

In accordance with one or more embodiments or any of the above aircraft embodiments, the second medium may reject heat to the first medium and may reject heat to the third medium, and the fourth medium may reject heat to the first medium and may reject heat to the third medium.

In accordance with one or more embodiments or any of the above aircraft embodiments, the first medium may receive heat from the second medium and may receive heat from the fourth medium.

In accordance with one or more embodiments, an aircraft is provided. The aircraft comprises a plenum configured to provide a first medium and an air conditioning system comprising: a first heat exchanger configured to transfer heat from a second medium to a first medium; a second heat exchanger configured to transfer heat from a second medium to a third medium; a third heat exchanger configured to transfer heat from a fourth medium to a first medium; and a fourth heat exchanger configured to transfer heat from the fourth medium to the third medium.

In accordance with one or more embodiments or the aircraft embodiments above, the first heat exchanger may be upstream of the third heat exchanger in the flow path of the first medium.

In accordance with one or more embodiments or any of the aircraft embodiments above, the first heat exchanger may be upstream of the second heat exchanger in the flow path of the second medium.

In accordance with one or more embodiments or any of the aircraft embodiments above, the third heat exchanger may be upstream of the fourth heat exchanger in the flow path of the fourth medium.

Additional features and advantages are realized through the techniques of the embodiments herein. Other embodiments are described in detail herein and are considered a part of the claims. For a better understanding of the embodiments and of the advantages and features, refer to the description and to the drawings.

Brief Description of Drawings

The subject matter which is disclosed is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the subject matter are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic diagram of an environmental control system according to one embodiment;

fig. 2 is a schematic diagram of an environmental control system including an outflow heat exchanger, according to one embodiment;

fig. 3 is a schematic view of an environmental control system including a plurality of outflow heat exchangers, according to one embodiment;

fig. 4 is a schematic diagram of an environmental control system including an outflow heat exchanger, according to another embodiment;

fig. 5 is a schematic view of an environmental control system including a plurality of outflow heat exchangers, according to another embodiment;

FIG. 6 is a schematic diagram of an exchanger configuration according to one embodiment; and is

Fig. 7 is a schematic diagram of an exchanger configuration according to another embodiment.

Detailed Description

A detailed description of one or more embodiments of the disclosed apparatus and methods are presented herein by way of example and not limitation with reference to the accompanying drawings.

Embodiments herein provide an environmental control system for an aircraft that mixes media from different sources and uses different energy sources to power the environmental control system and provide cabin pressurization and cooling with high fuel economy. The medium may be air in general, while other examples include a gas, a liquid, a liquefied solid, or a slurry.

Turning to fig. 1, a system 100 is shown, the system 100 receiving media from an inlet 101 and providing media to a chamber 102 in conditioned form. The system 100 includes a compression device 110. As shown, the compression device 110 includes a compressor 112, a turbine 113, a fan 116, and a shaft 118. The system 100 also includes a primary heat exchanger 120, a secondary heat exchanger 130, a condenser 160, a water extractor 162, and a reheater 164.

Compression device 110 is a mechanical device that includes components for performing thermodynamic work on a medium (e.g., extracting work from or performing work on a medium by increasing and/or decreasing pressure and by increasing and/or decreasing temperature). Examples of the compression device 110 include an air cycle machine, a three-wheel air cycle machine, a four-wheel air cycle machine, and the like.

The compressor 112 is a mechanical device that raises the pressure of the medium received from the inlet 101. Examples of compressor types include centrifugal, diagonal or mixed flow, axial, reciprocating, ionic liquid piston, rotary screw, rotary vane, scroll, diaphragm, bubble, and the like. Furthermore, the compressor may be driven by an electric motor or by a medium via a turbine 113.

Turbine 113 is a mechanical device that drives compressor 112 and fan 116 via shaft 118. The fan 116 (e.g., a ram air fan) is a mechanical device that propels air across the

heat exchangers

120 and 130 through the housing 119 under variable cooling through a push or pull method to control temperature. The housing 119 receives a medium (such as ram air) and directs it through the system 100. Generally, ram air is the outside air used by the system 100 as a heat sink.

Heat exchangers

120 and 130 are devices configured for efficient heat transfer from one medium to another. Examples of heat exchangers include tube-in-tube, shell-and-tube, plate-and-shell, adiabatic wheel, plate-fin, pillow plate, and fluid heat exchangers.

The condenser 160 and reheater 164 are a particular type of heat exchanger. The water extractor 162 is a mechanical device that performs the process of taking water from the medium. Together, the condenser 160, water extractor 162, and/or reheater 164 may be combined into a high pressure water separator.

The elements of system 100 are connected by valves, pipes, conduits, etc. A valve (e.g., a flow regulating device or mass flow valve) is a device that regulates, directs, and/or controls the flow of a medium by opening, closing, or partially obstructing various passages within the pipes, conduits, etc. of the system 100. The valve may be operated by an actuator so that the flow rate of the medium in any part of the system 100 may be adjusted to a desired value.

As shown in fig. 1, media may flow from an inlet 101 through the system 100 to reach the chamber 102, as indicated by the solid arrows. Valve V1 (e.g., a mass flow control valve) controls the flow of media from inlet 101 to system 100. Additionally, valve V2 controls whether the medium from the secondary heat exchanger 130 flows around the condenser 160 depending on the mode of the system 100. The combination of components of the system 100 may be referred to as an air conditioning pack (pack) or assembly. The assembly may begin at valve V1 and end when the air exits the condenser 162.

The system 100 will now be described in view of the above aircraft embodiments. In an aircraft embodiment, the medium may be air and the system 100 may be an environmental control system. The air supplied to the environmental control system at inlet 101 may be said to be "bled" from the turbine engine or auxiliary power unit. When air is provided by a turbine engine or an auxiliary power unit connected to the environmental control system, such as from inlet 101, the air may be referred to as bleed air (e.g., charge air from the engine or the auxiliary power unit). The temperature, humidity, and pressure of the bleed air vary widely depending on the rpm of the compressor stage and turbine engine.

Turning now to fig. 2, a schematic diagram of an environmental control system 200 (e.g., an embodiment of system 100) as it may be installed on an aircraft is depicted, according to one embodiment. In operation, the environmental control system 200 mixes fresh air with bleed air. For ease of explanation, components of system 100 that are similar to environmental control system 200 are reused using the same identifier and are not described again. Alternative components of environmental control system 200 include: the compression device 210 (which includes the compressor 212, turbine 213, fan 116, and shaft 118), the inlet 201, the outflow heat exchanger 230, the water collector 271, and the water collector 272, along with the path of the medium indicated by dotted line F2 (where the medium may be provided from the chamber 102 into the environmental control system 200). It should be noted that: turbine 213 is a mechanical device that drives compressor 212 and fan 216 via shaft 218. Turbine 213 may include a dual-inlet turbine and include multiple intake flow paths, such as an inner flow path and an outer flow path, to enable mixing of alternate media flows at the outlet of the turbine. The inner flow path may have a first diameter and the outer flow path may have a second diameter

In view of the above aircraft embodiments, when the medium is provided from the chamber 102 (e.g., air exiting the plenum, the passenger cabin of the aircraft, or the passenger cabin and flight deck of the aircraft), the medium may be referred to as chamber exhaust air (also referred to as cabin exhaust air). It should be noted that: in one or more embodiments, the exhaust of cabin discharge air from the environmental control system 200 can be released through the enclosure 119 or sent to a cabin pressure control system. Cabin discharge air may also be released through an outflow valve (also known as an outflow control valve and a thrust restoring outflow valve). For example, when cabin discharge air from the outflow heat exchanger 230 is coupled to the outflow valve, the outflow heat exchanger 230 increases the energy in the cabin discharge air, which increases the thrust recovered by the outflow valve.

Further, when the media is provided from the inlet 201, the media may be referred to as fresh outside air (also referred to as fresh air or outside air destined to enter the plenum space or chamber 102). Fresh outside air may be obtained by one or more scooping mechanisms, such as a wash spoon or a rinse spoon. Thus, the inlet 201 may be considered a fresh air inlet.

In low altitude operation of environmental control system 200, high pressure, high temperature air from the turbine engine or auxiliary power unit, passing through valve V1 via inlet 101, enters primary heat exchanger 120. The primary heat exchanger 120 cools the pressurized high-temperature air to approximately ambient temperature to produce cooled high-pressure air. This cooled high pressure air enters the condenser 160 where it is further cooled by air from the turbine 213 of the compression device 210 in the condenser 160. Upon exiting the condenser 160, the cooled high pressure air enters the water extractor 272 so that moisture in the air is removed.

The cooling high pressure air enters the turbine 213 through a nozzle. The cooled high pressure air expands across turbine 213 and work is extracted from the cooled high pressure air. This extracted work drives the compressor 212 for compressing fresh outside air. This extracted work also drives a fan 216, which fan 216 is used to move air (e.g., ram air) through the primary heat exchanger 120 and the secondary heat exchanger 130 (also referred to as a ram air heat exchanger).

The act of compressing the fresh outside air heats the fresh outside air. The compressed fresh outside air enters the outflow heat exchanger 230 and is cooled by the cabin discharge air (see dotted line F2) to produce cooled compressed fresh outside air. The outflow heat exchanger 230 discharges cabin discharge air through the housing 119 to the cabin pressure control system or outflow valve.

The cooled compressed fresh outside air then enters the secondary heat exchanger 130 and is further cooled to approximately ambient temperature. The air exiting the secondary heat exchanger 130 then enters the water extractor 271 (any free moisture is removed in the water extractor 271) to produce cooled medium pressure air. This cooled medium pressure air is directed by valve V2 to turbine 213. This cooled medium pressure air then enters the turbine 213 through a nozzle. The cooled intermediate pressure air expands across turbine 213 and work is extracted from the cooled high pressure air.

The two air streams (e.g., fresh outside air from 201 and bleed air from inlet 101) are mixed downstream of turbine 213 to produce mixed air. This downstream location may be considered the first mixing point of the environmental control system 200. The mixed air exits and then enters the condenser 160 to cool the bleed air exiting the primary heat exchanger 120. The mixed air is then delivered to condition the chamber 102.

This low altitude operation may be considered a low altitude mode. The low-altitude mode may be used for ground and low-altitude flight conditions, such as ground idle, taxi, takeoff, and waiting conditions.

In high-altitude operation of the environmental control system 200, fresh outside air may be mixed downstream of the condenser 160 (rather than downstream of the turbine 113 or at the first mixing point). In this scenario, the air leaving the water extractor 271 is cooled medium pressure air. This cooled intermediate pressure air is directed downstream of the condenser 160 by valve V2. The location at which this cooled intermediate-pressure air mixes with the bleed air originating from the inlet 101 and exiting the condenser 160 may be considered a second mixing point of the environmental control system 200.

This high altitude operation may be considered a high altitude mode. The high altitude mode may be used during high altitude cruise, climb, and descent flight conditions. In the high altitude mode, the passenger's fresh air aviation requirements are met by mixing the two air streams (e.g., fresh outside air from 201 and bleed air from inlet 101). Furthermore, depending on the altitude of the aircraft, the amount of required bleed air may be reduced. In this manner, the environmental control system 200 provides a bleed air reduction ranging from 40% to 75% to provide greater efficiency with respect to engine fuel combustion than contemporary aircraft air systems.

Fig. 3 shows a variation of the environmental control system 200. In general. Turning now to fig. 3, a schematic diagram of an environmental control system 300 (e.g., an embodiment of environmental control system 200) is depicted, according to one embodiment. For ease of explanation, components of

systems

100 and 200 that are similar to environmental control system 300 are reused using the same identifier and are not described again. An alternative component of the environmental control system 300 includes an outflow heat exchanger 330.

The operation of environmental control system 300 is similar to that of environmental control system 200 in that: different mixing points are utilized based on the mode of operation. In addition, the outflow heat exchanger 330 utilizes cabin discharge air from the chamber 101 to cool bleed air from the inlet 101. Further, the environmental control system 300 may significantly reduce the temperature of the bleed air entering the primary heat exchanger (e.g., by up to 100 ° F), thereby enabling a reduction in the size of the primary heat exchanger 120 and the amount of ram air required by the primary heat exchanger 120.

In addition, exhaust of cabin discharge air from the environmental control system 300 may be released through the housing 119, sent to the cabin pressure control system, and to the outflow valve. For example, when cabin discharge air from the outflow heat exchanger 230 and the outflow heat exchanger 330 is coupled to the outflow valve, the

outflow heat exchangers

230 and 330 increase the energy in the cabin discharge air, which increases the thrust recovered by the outflow valve.

Turning now to fig. 4, a schematic diagram of an environmental control system 400 (e.g., an embodiment of environmental control system 200) is depicted, according to an embodiment. For ease of explanation, components of

systems

100, 200, and 300 that are similar to environmental control system 400 are reused using the same identifier and are not described again. Alternative components of environmental control system 400 include: compression device 410 (which includes compressor 412, turbine 413, turbine 414, fan 116, and shaft 118) and valve V4, along with the path of the media indicated by dotted lines F4.1 and F4.2.

In low altitude operation of environmental control system 400, high pressure, high temperature air from the turbine engine or auxiliary power unit, passing through valve V1 via inlet 101, enters primary heat exchanger 120. The primary heat exchanger 120 cools the pressurized high-temperature air to approximately ambient temperature to produce cooled high-pressure air. This cooled high pressure air enters the condenser 160 where it is further cooled by air from the turbine 413 of the compression device 410 in the condenser 160. Upon exiting the condenser 160, the cooled high pressure air enters the water extractor 272 so that moisture in the air is removed.

The cooling high pressure air enters turbine 413 through a nozzle. The cooled high pressure air expands across turbine 413 and work is extracted from the cooled high pressure air. This extracted work drives a compressor 412 for compressing fresh outside air. This extracted work also drives a fan 216, which fan 216 is used to move air (e.g., ram air) through the primary heat exchanger 120 and the secondary heat exchanger 130 (also referred to as a ram air heat exchanger).

The act of compressing the fresh outside air heats the fresh outside air. The compressed fresh outside air enters the outflow heat exchanger 230 and is cooled by the cabin discharge air (see dotted line F2) to produce cooled compressed fresh outside air. The outflow heat exchanger 230 discharges cabin discharge air through the housing 119 as directed through valve V4.

The cooled compressed fresh outside air then enters the secondary heat exchanger 130 and is further cooled to approximately ambient temperature. The air exiting the secondary heat exchanger 130 then enters the water extractor 271 (any free moisture is removed in the water extractor 271) to produce cooled medium pressure air. This cooled medium pressure air is directed by valve V2 to turbine 413. This cooled medium pressure air then enters turbine 413 through a nozzle. The cooled intermediate pressure air expands across turbine 413 and allows work to be extracted from the cooled high pressure air.

The two air streams (e.g., fresh outside air from 201 and bleed air from inlet 101) are mixed downstream of turbine 413 to produce mixed air. This downstream location may be considered the first mixing point of the environmental control system 200. The mixed air exits and then enters the condenser 160 to cool the bleed air exiting the primary heat exchanger 120. The mixed air is then delivered to condition the chamber 102.

In high-altitude operation of the environmental control system 200, fresh outside air may be mixed downstream of the condenser 160 (rather than downstream of the turbine 413 or at the first mixing point). In this scenario, the air leaving the water extractor 271 is cooled medium pressure air. This cooled intermediate pressure air is directed downstream of the condenser 160 by valve V2. The location at which this cooled intermediate-pressure air mixes with the bleed air originating from the inlet 101 and exiting the condenser 160 may be considered a second mixing point of the environmental control system 200.

Additionally, because directed through valve V4, the outflow heat exchanger 230 discharges cabin discharge air to the turbine 414 to utilize the energy of the cabin discharge air to power the compressor 412. Thus, the turbine 414 may then feed hot air from the outflow valve, and the compressor 412 receives power from both the bleed air and the cabin discharge air.

This high altitude operation may be considered a high altitude mode. The high altitude mode may be used during high altitude cruise, climb, and descent flight conditions. In the high altitude mode, the passenger's fresh air aviation requirements are met by mixing the two air streams (e.g., fresh outside air from 201 and bleed air from inlet 101). Furthermore, depending on the altitude of the aircraft, the amount of required bleed air may be reduced. In this manner, the environmental control system 200 provides a bleed air reduction ranging from 40% to 60% to provide greater efficiency with respect to engine fuel combustion than contemporary aircraft air systems.

Fig. 5 shows a variation of the environmental control system 400. In general. Turning now to fig. 5, a schematic diagram of an environmental control system 500 (e.g., an embodiment of environmental control system 400) is depicted, according to an embodiment. For ease of explanation, components of

systems

100, 200, 300, and 400 that are similar to environmental control system 500 are reused using the same identifier and are not described again.

The operation of environmental control system 500 is similar to

environmental control systems

200 and 400 in that: different mixing points are utilized based on the mode of operation. In addition, the outflow heat exchanger 330 utilizes cabin discharge air from the chamber 101 to cool bleed air from the inlet 101. Further, the environmental control system 300 may significantly reduce the temperature of the bleed air entering the primary heat exchanger (e.g., by up to 100 ° F), thereby enabling a reduction in the size of the primary heat exchanger 120 and the amount of ram air required by the primary heat exchanger 120.

Turning now to fig. 6 and 7, an embodiment of a heat exchanger configuration is shown. In general, the

above systems

100, 200, 300, 400, and 500 may include one or more heat exchanger configurations, each of which may be configured as a two-medium, three-medium, or four-medium exchanger. In addition, the arrangement of the heat exchanger configurations may vary.

Fig. 6 shows a heat exchanger configuration 600 having a non-linear arrangement. The heat exchanger configuration 600 includes a first exchanger section 610 and a second heat exchanger section 620. The

exchanger sections

610 and 620 may be aligned with the

systems

200, 300, 400, and 500.

In an embodiment referring to the heat exchanger configuration 600 of fig. 2 and 4, the first exchanger section 610 may correspond to the outflow heat exchanger 230 and the second heat exchanger section 620 may correspond to the secondary heat exchanger 130. For example, the secondary heat exchanger 130 may be a dual-purpose heat exchanger including the outflow heat exchanger 230 and the secondary heat exchanger 130.

In operation, the fresh air stream may follow a path outlined by F61-F68 such that the external stream (line F61) enters the first header of the first exchanger section 610 and is directed toward (line F62) the outflow heat exchanger 230. The fresh air stream crosses (line F63) the outflow heat exchanger 230 and enters the second header of the first exchanger section 610. The fresh air stream continues through the second header of the first exchanger section 610 (line F64) and into the first header of the second exchanger section 620, where it is directed (line F65) toward the secondary heat exchanger 130. The fresh air stream crosses (line F66) the secondary heat exchanger 130 and enters the second header of the second exchanger section 620. The fresh air stream is directed by the second header of the second exchanger section 620 (line F67) to exit the heat exchanger configuration 600 (line F68).

Additionally, the outflow heat exchanger 230 receives the cabin discharge air flow (line f6.c) and the secondary heat exchanger 130 receives the ram air flow (line f6. r). According to one embodiment, the cabin discharge air stream (line f6.c) and the ram air stream (line f6.r) are shown flowing in a first direction relative to the fresh air. According to other embodiments, the cabin discharge air flow (line f6.c) and the ram air flow (line f6.r) may be in a direction opposite to the first direction. According to other embodiments, the cabin discharge air flow (line f6.c) and the ram air flow (line f6.r) may be in different directions.

The side view map 650 further shows a non-linear fresh air flow. It should be noted that: in this side view map 650, the cabin discharge air flow (line f6.c) and the ram air flow (line f6.r) are perpendicular to the plane of the non-linear fresh air flow.

The above embodiments of the heat exchanger configuration 600 may be combined with the primary heat exchanger 120 in a single unit, where the single unit may be referred to as a four medium heat exchanger or a three way heat exchanger.

In another embodiment referring to the heat exchanger configuration 600 of fig. 3 and 5, the first exchanger section 610 may represent the outflow heat exchanger 230 and the second heat exchanger section 620 may represent the outflow heat exchanger 330. For example, the heat exchanger configuration 600 with reference to fig. 3 and 5 may be a dual-purpose heat exchanger including the outflow heat exchanger 230 and the outflow heat exchanger 330.

In operation, the cabin discharge air flow may follow a path outlined by F61-F68 such that the exterior flow (line F61) enters the first header of the first exchanger section 610 and is directed toward (line F62) the outflow heat exchanger 230. The cabin discharge air stream crosses (line F63) the outflow heat exchanger 230 and enters the second header of the first exchanger section 610. The fresh air stream continues through the second header of the first exchanger section 610 (line F64) and into the first header of the second exchanger section 620, where it is directed toward (line F65) out of the heat exchanger 330. The cabin discharge air stream crosses (line F66) the outflow heat exchanger 330 and enters the second header of the second exchanger section 620. The cabin discharge air flow is directed by the second header of the second exchanger section 620 (line F67) to exit the heat exchanger configuration 600 (line F68).

In addition, the outflow heat exchanger 230 receives a fresh air stream (line f6.c) and the secondary heat exchanger 130 receives a bleed air stream (line f6. r). According to one embodiment, the fresh air flow (line f6.c) and the ram air flow (line f6.r) are represented as flowing in a first direction relative to the cabin exhaust air. According to other embodiments, the fresh air flow (line f6.c) and the ram air flow (line f6.r) may be in a direction opposite to the first direction. According to other embodiments, the fresh air flow (line f6.c) and the ram air flow (line f6.r) may be in different directions.

It should be noted that: the heat exchanger configuration 600 may be utilized such that the

sections

610 and 620 may correspond to one or more of the

heat exchangers

120, 130, 230, and 330 of fig. 3 or 5.

Fig. 7 shows a heat exchanger configuration 700 having a linear arrangement. The heat exchanger configuration 700 includes a first exchanger section 710 and a second heat exchanger section 720.

Exchanger sections

710 and 720 may be aligned with

systems

200, 300, 400, and 500.

In an embodiment referring to the heat exchanger configuration 700 of fig. 2 and 4, the first exchanger section 710 may correspond to the outflow heat exchanger 230 and the second heat exchanger section 720 may correspond to the secondary heat exchanger 130 (alternatively, the first exchanger section 710 may correspond to the secondary heat exchanger 130 and the second heat exchanger section 720 may correspond to the primary heat exchanger 120). For example, the secondary heat exchanger 130 may be a dual-purpose heat exchanger including the outflow heat exchanger 230 and the secondary heat exchanger 130. In a linear configuration of a dual-use heat exchanger, first exchanger section 710 and second exchanger section 720 may include a continuous second media surface and/or one or more continuous second media fins.

In operation, the fresh air stream may follow a path outlined by F71-F74 such that the external stream (line F71) enters the first exchanger section 710 and flows linearly (line F72) through the first exchanger section 710. The fresh air stream then enters the second exchanger section 720 and flows linearly (line F73) through the second exchanger section 720. The fresh air stream then exits the heat exchanger configuration 700 (line F74).

Additionally, the first heat exchanger 710 receives the cabin discharge air stream (line f7.c) and the second heat exchanger 720 receives the ram air stream (line f7. r). According to one embodiment, the cabin discharge air stream (line f7.c) and the ram air stream (line f7.r) are shown flowing in a first direction relative to the fresh air. According to other embodiments, the cabin discharge air flow (line f7.c) and the ram air flow (line f7.r) may be in a direction opposite to the first direction. According to other embodiments, the cabin discharge air flow (line f7.c) and the ram air flow (line f7.r) may be in different directions.

The side view diagram 750 further shows a linear fresh air flow. It should be noted that: in this side view map 750, the cabin discharge air flow (line f7.c) and the ram air flow (line f7.r) are perpendicular to the plane of the non-linear fresh air flow.

The above embodiments of the heat exchanger configuration 700 may be combined with the primary heat exchanger 120 in a single unit, where the single unit may be referred to as a four medium heat exchanger or a three way heat exchanger.

In another embodiment referring to the heat exchanger configuration 700 of fig. 3 and 5, the first exchanger section 710 may represent the outflow heat exchanger 230 and the second heat exchanger section 720 may represent the outflow heat exchanger 330. For example, the heat exchanger configuration 700 with reference to fig. 3 and 5 may be a dual-purpose heat exchanger including the outflow heat exchanger 230 and the outflow heat exchanger 330.

In operation, the cabin discharge air stream may follow a path outlined by F71-F74 such that the external stream (line F71) enters the first exchanger section 710 and flows linearly (line F72) through the first exchanger section 710. The cabin discharge air stream then enters the second exchanger section 720 and flows linearly (line F73) through the second exchanger section 720. The cabin discharge air stream then exits the heat exchanger configuration 700 (line F74).

Additionally, the first heat exchanger 710 receives a fresh air stream (line f7.c) and the second heat exchanger 720 receives a bleed air stream (line f7. r). According to one embodiment, the fresh air stream (line f7.c) and the bleed air stream (line f7.r) are shown flowing in a first direction relative to the cabin discharge air. According to other embodiments, the fresh air flow (line f7.c) and the bleed air flow (line f7.r) may be in a direction opposite to the first direction. According to other embodiments, the fresh air flow (line f7.c) and the bleed air flow (line f7.r) may be in different directions.

It should be noted that: the heat exchanger configuration 700 may be utilized such that the

sections

710 and 720 may correspond to one or more of the

heat exchangers

120, 130, 230, and 330 of fig. 3 or 5.

In view of the above, technical effects and benefits of the outflow heat exchanger 230 and/or the outflow heat exchanger 330 (any of which may also be referred to as cabin outflow heat exchanger and/or outflow valve heat exchanger) include: the temperature of the fresh air leaving the compressor 212 and entering the secondary heat exchanger 130 is significantly reduced, which helps to remove moisture on the ground and helps to reduce ram air flow while cruising.

Technical effects and benefits of the outflow heat exchanger 230 and/or the outflow heat exchanger 330 include: the temperature of the cabin discharge air is significantly increased, thereby increasing the energy level of the cabin discharge air.

In one embodiment, if the out-flow valve heat exchanger is associated with a thrust restoring out-flow valve, the aircraft may receive more thrust from the thrust restoring out-flow valve.

In another embodiment, if the cabin outflow heat exchanger is associated with a turbine on a compression device (as shown in fig. 4 and 5 with respect to turbine 414 and compression device 410), the increased turbine inlet temperature further reduces the amount of bleed air used, thereby reducing the fuel burned by the aircraft. Furthermore, if a dual use heat exchanger embodiment is utilized, the cabin discharge air may also reduce the temperature of the bleed air and further increase the outflowing air temperature and energy (increased temperature enhances the benefits noted above).

Aspects of the embodiments are described herein with reference to flowchart illustrations, schematic illustrations, and/or block diagrams of methods, apparatus, and/or systems according to the embodiments. Furthermore, the description of the various embodiments has been presented for purposes of illustration, but is not intended to be exhaustive or limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles of the embodiments, the practical application, or technical improvements over technologies found in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

The flow chart depicted herein is just one example. There may be many variations to this diagram or the steps (or operations) described therein without departing from the spirit of the embodiments herein. For example, the steps may be performed in a differing order, or steps may be added, deleted or modified. All such variations are considered a part of the claims.

While the preferred embodiment has been described, it will be understood that those skilled in the art, both now and in the future, may make various improvements and enhancements which fall within the scope of the claims which follow. These claims should be construed to maintain the proper protection.

Claims

1. An aircraft, comprising:

a plenum space configured to provide a first medium; and

an air conditioning system, the air conditioning system comprising:

a heat exchanger configured to transfer heat from a second medium to the first medium, an

A compressor configured to receive the second medium,

wherein the compressor is upstream of the heat exchanger in the flow path of the second medium,

wherein the first medium comprises cabin discharge air, and

wherein the second medium is fresh air.

2. The aircraft of claim 1, comprising:

an outer flow valve downstream of the heat exchanger in a flow path of the first medium.

3. The aircraft of claim 1, comprising:

a turbine downstream of the heat exchanger in a flow path of the first medium.

4. The aircraft of claim 1, further comprising:

a third medium stream; and

a second heat exchanger configured to transfer heat from the third medium to the first medium.

5. The aircraft of claim 4, wherein the heat exchanger and the second heat exchanger comprise a continuous second media surface.

6. The aircraft of claim 4, wherein the heat exchanger and the second heat exchanger comprise one or more continuous second media fins.

7. The aircraft of claim 4, wherein the heat exchanger and the second heat exchanger are included in a dual use heat exchanger.

8. The aircraft of claim 4, wherein the third medium is pressurized air.

9. The aircraft of claim 4, wherein the second heat exchanger is downstream of the heat exchanger in the flow path of the first medium.

10. The aircraft of claim 4, further comprising an outer flow valve downstream of the heat exchanger in the flow path of the first medium.

11. The aircraft of claim 4, further comprising a turbine downstream of the heat exchanger in the flow path of the first medium.

12. An aircraft, comprising:

a plenum space configured to provide a first medium; and

an air conditioning system, the air conditioning system comprising:

a three-medium heat exchanger; and

a compressor configured to receive a second medium,

wherein the compressor is upstream of the three-medium heat exchanger in the flow path of the second medium;

wherein the three medium heat exchanger is configured to receive the first medium, the second medium, and a third medium, and

wherein the third medium and the first medium are heat sinks for the second medium.

13. The aircraft of claim 12, wherein the first medium comprises cabin exhaust air, and

wherein the second medium is fresh air.